Carburetor attachment for internal combustion engines



Jan. 23, 1940. R. J. coNDoN 2,188,175

CARBURETOR ATTACHMENT FOR INTERNAL coMBUsTIoN ENGINES Filed June 28,1938 Patented Jan. 23, 1940 UNITED STATES CARBURETOR ATTACHMENT FORINTER- NAL COMBUSTION ENGINES Robert J. Condon, Hollywood, Calif.

Application June 28, 1938, Serial No. 216,263

9 Claims.

This invention relates to an attachment for internal combustion enginesin conjunction with a carburetor and has as its primary object theprovision of a means for effecting the withdrawal of oil vapors from theengine crank case and the introduction of such vapors together with thecarbureted fuel and moisture laden air into the engine cylinders in suchmanner as to result in improved engine performance.

Another object is to provide a carburetor attachment of the abovecharacter which is so constructed so as to automatically operate with avariable action according to variations in the extent of suctiondeveloped on the intake stroke of the engine pistons under varyingoperating conditions of the engine, so as not to interfere with theoperation of the engine at any speed thereof.

Another object isto provide an arrangement in the attachment whereby theoil vapors and moisture laden air will be thoroughly intermixed beforecoming into contact with the carburetedk fuel together with aconstruction for effecting thorough intermixture of the carbureted fuelwith the oil vapor and moist air mixture as the iiuid passes to theengine intake manifold.

Another object is to provide a valve structure in the attachment whichis so constructed and operated as to automatically act to vary thesupply of the oil vapor and moisture laden air mixture according tovariations in suction induced in the engine intake, and which willpermit of ready removal and replacement of the valve parts and whichalso permits easy access to the valve posts for cleansing purposeswithout the necessity of dismantling the valve.

A further object is to provide an attachment of the above characterembodying few parts of simple construction, and which is adapted to bereadily assembled and applied to the carburetor and associated parts ofa combustion engine power plant as now commonly employed on motorvehicles.

With the foregoing objects in view, together with such other objects andadvantages as may subsequently appear, the invention is carried intoeffect as illustrated by way of example in the accompanying drawing. inwhich:

Fig. 1 is a view in side elevation of a portion of the combustion enginepower plant of a motor vehicle, showing -the invention as applied;`

Fig. 2 is a detail in horizontal section taken on the line 2-2 of Fig.1:

Fig. 3 is a view in vertical section with parts (ci. 12s-25) inelevation of the valve structure indicated'by the arrow 3 in Fig. 1;

Fig.,4 is a view in section on a reduced scale as seen on the line 4 4of Fig. 3 in the direction indicated by the arrows; 5

Fig. 5 is a view in section partly in elevation as seen on the line 5-5of Fig. 4 in the direction indicated by the arrows.

Referring to the drawing more specifically A indicates generally aninternal combustion engine 10 tted With a carburetor B connecting withthe engine intake manifold C, D designates the breather pipe or intakeof the engine crank case, and E denotes a Water containing radiatorassociated in the engine cooling system. The car- 15 buretor and intakemanifold embody the usual end flanges F and G respectively, whichiianges are detachably connected together by bolts H.

In carrying out the present invention a disk 1, particularly shown inFig. 2, is interposed be- 20 tween the ilanges F and G and clamped inplace therebetween by the bolts H; the disk I being formed with marginalopen ended channels 8 and 9 that are positioned astride the bolts H. Thedisk I is formed with a central opening III 25 arranged to register withthe outlet and inlet openings of the carburetor B and intake manifold C,and arranged in the opening I0 is a freely revoluble vane II carried ona pivot pin I2. A cross bar I3 extending diametrically of the open- 30ing I IJ and carried on the margins thereof, affords a support for `thepin I2 and the vane II.

Projecting from the outer margin of the disk 1 is an internally threadedcollar I4 from the interior of which leads a considerably reduced 35passage I5 communicating with the opening I0 through the margin of thelatter. Connecting with the collar I4 through a nipple I6 is a conduitI1 the outer end of which connects through a nipple I8 with anelongatedtubular valve hous- 40 ing I9 having a cylindrical bore 20 extendingv-longitudinally therethrough one end of which bore is internallythreaded, as indicated at 2l, to receive the nipple I8, and the otherend of which is internally .threaded to receive an apertured 45 plug 22.f

Arranged in the bore 20 is a reciprocal cylindrical valve 23 mounted forslidable movement longitudinally of the bore 20-and which valve isnormally disposed with one end thereof abutting against the aperturedplug 22. An expansion coil spring 24 is interposed between the inner endof the valve 23 andthe nipple I8 and acts to retain the valve 23 in anormally closed or retracted position. The *valve ..23-is--tubularvthroughout a portion of the length thereof, being formedwith a bore 25 which is closed at the outer end of the valve by an endwall 28 and which opens at the inner end of the valve through areduction sleeve 21 to the bore 20 of the valve housing I9. Formedintermediate the ends of the valve 23 is a circumferentially extendingchannel 28 the bottom wall of which is formed with a series of spacedlongitudinally aligned apertures 29'leading to the valve bore 25. Theside margins of the channels 28 are parallel and extend on a planeperpendicular to the axis of the valve.

Formed in the valve housing I9 is a port 30 which leads from the bore 2Uat a point covered by the portion of valve 23 extending between thechannel 28 of the valve 23 and the inner end of the latter when thevalve is disposed in its normal outermost position, as particularlyshown in Fig. 3.

The port 30 leads to a dual inlet 3I formed in a transversely extendingpart 32 of the housing I9. One end of the inlet 3| connects through acoupling 33 with a conduit 34 leading to and opening into the upperportion of the engine crank case as through the wall of the breathertube D of the latter. The other end of the intake 3| connects through acoupling 35 with a conduit 36 which connects with the overflow pipe 31of the radiator E at a suitable point intermediate the ends of suchoverow pipe.

The valve housing I9 is formed on the wall portion thereof opposite theport 30 with an internally threaded opening 38 fitted with a screw plug39, through which opening access may be had to the valve channel 28 andthe apertures 29, if need be, without necessitating removal of the valvefrom the housing; the opening 38 also giving access to the port 30 whenthe valve 23 is removed.

As a means for facilitating mounting of the n valve housing I9, a ange40 is formed on the intake housing 32, which ange is formed with athreaded opening 4I for engagement by a bolt or screw connecting with asuitablesupporting bracket mounted on the engine block not necessary tobe here shown.

In the operation of the invention the valve 23 is normally positionedunder the urge of the spring 24 with its outer end abutting the screwplug 22 and in which position the port 3l! is closed; the spring 24being tensioned to maintain the valve in this closed position during theoperation of the engine at idling speed so as to prevent the feed ofuids through the valve to the carburetted fuel when the engine isidling. Operation of the engine will `create a suction in the intakemanifold C during the intake strokes of the engine pistons and willaccordingly subject the valve 23 to the action of such suction throughkthe passage I5 and conduit I1, which action tends to move the valve 23inwardly in Vopposition to the spring 24.

In event of acceleration of the engine above idling speed eithergradually or suddenly, in-

creased suction will be developed in the intake manifold and in theforward portion of the valve bore such as to effect inward movement ofthe valve 23 in opposition to the spring 24. The extent of such movementof the valve will of course be dependent entirely upon the magnitude ofthe suction to ,'which the valve is subjected, and lwhich isproportional to engine speed above idling speed;` In any event inwardmovement of the valve 23 will cause the inner margin of the chan-vaisaivs nel 28 to advance over the port 39 and progressively open thelatter to the channel 28 as the l, valve moves inward. f The port 30will obviously J be fully opened when the forward edge of the channel 28reaches a position past the port as 5 shown in Fig. 4. By forming thechannel 28 of a width exceeding the diameter of port 30 the valve 23will be capable of continued advance after uncovering the port 30without increase of area of intake .port opening.

0n partial r complete opening of the port 30 by inward movement of thevalve 23 the suction induced in the bore 20 of the valve housing willact to draw oil vapors from the crank case through the conduit 34 and atthe same time will act to draw. water vapors or moisture laden air fromabove the water levelin the radiator E through the overflow pipe 31 andconduit 36; such fluids being drawn into the dual intake 3l and broughttogether in the port 30 and then be delivered to the intake manifold Cafter passing through the channel 28, reduced apertures 29 and enlargedbore and the reduction sleeve 21 of the valve 23, and then through theenlarged bore 20 of the valve housing I9, reduced conduit I1 and 25further reduced passage I5. The oil and water vapors thus introducedinto the intake manifold become thoroughly intermixed during theircourse of travel from the dual intake to their point of 'discharge intothe intake manifold through the passage I5. This mixture of oil andwater vapor on entering the opening III in the disk 'I will meet theflowing stream of carburetted fuel ilowing from the carburetor B to theintake manifold C which iiowing stream inducedby suction of the intakestroke of the engine pistons will effect rapid rotation of the vane IIsuch as to effect a cyclonic action on the carburetted fuel and theincoming mixture of oil and water vapors and will thereby effect suchthorough intermingling of the fluids entering the intake manifold as toinsure delivery to the engine cylinders of a uniform mixture of thecarburetted fuel and the oil and water vapors.

An important feature of the invention resides in the combinedlubricating and cooling action of the mixture of crank case oil vaporsand moisture laden air on the engine cylinders which results inadecrease in engine vibration and a consequent smoothness of engineoperation, minimizes the possibility of over heating ofthe engine, anddecreases the friction betweenthe engine pistons and cylinder walls thusenabling lesser fuel consumption. Furthermore the suction induced in thecrank case reduces" crank case pressures.

Various other advantages directed to improved engine performance accrueas a matter of course by reason of the lubricating and cooling actioninduced in the upper portion of the engine cylinders.

By forming the valve structure as set forth ready access to the valvefor cleaning the small apertures 29 may be had without disassembling thevalve by removing the screw plug 39 and then accelerating the engine tocause the valve to advance to the position shown in Fig. 4 where theapertures 29 may be reached by a suitable tool and at the same time aninrush of air through the opening 38 and apertures 29 under the suctioninduced by the engine will effect a Ycleansing action on the lineleading through the valve to the intake manifold. However if need be thevalve 23 may be readily removed and replaced by removing the end plug22, -since the spring 24 75.

will then act toeject the valve. By this arrangement cleansing,repairing and renewal o f the valve parts may be effectedwithout-dismantling the attachment, or detaching any of the lineconnections.

While I have shown and described a specic embodiment of my invention Ido not limit myself to the exact details of construction set forth, andthe invention embraces such changes, modications and equivalents of theparts and'their formation and arrangement as come within the ,purview ofthe appended claims.

I claim:

1. The combination With a combustion engine power plant including a fuelintake, a carburetor connected to said intake, a crank case, and a Watercontaining radiator, a valve housing formed with an elongated borehaving an end outlet and a side inlet port connecting with a dual inlet,a conduit leading from said outlet to said fuel intake, a conduitleading from the upper portion of said crank case to one of said dualinlets, a conduit leading from above the water level in said radiator tothe other of said dual inlets, a tubular valve in said bore slidablelongitudinally thereof, a spring in said housing yieldably holding saidvalve in a position closing said inlet port, `said valve being arrangedto move to an open position in opposition'to said spring under the urgeof suction induced in said fuel intake; said valve being formed with acircumferential channel intermediate its ends having a series ofapertures in its bottom wall leading to the interior of the valve, saidchannel being arranged to be positioned to uncover said port whensaidvalve is moved in opposition to said spring.

2. In a structure of the kind described, an elongated tubular valvehousing having through it a longitudinal axial bore, a conduit attachedto one end portion of said housing, closure means for the opposite endof said housing provided with an air relief vent, a tubular valve withinsaid housing, said valve having an external circumferential channelaround it the bottom wall of which is formed with a series oflongitudinally spaced apertures leading to the bore of the valve, saidvalve housing having through its side an inlet passage, said valvehaving a. sliding working flt within said housing to bring its saidcircumferential channel into and out of register with said inletpassage, a compression spring acting between the conduit equipped endportion of said casing and said valve to move said valve into a closedrelation to said inlet passage and into an abutting relation to saidplug, the spring being sufficiently compressible to permit a suctionforce equal to that of an internal combustion engine at times to movesaid valve to an open position.

3. 'Ihe structure called for in claim 2 in which the valve housing isformed with a side opening for affording access to the apertured channelof the valve, and a plug closing said side opening.

4. In a structure of the kind described, a fuel feed intake connectionfor an internal combustion engine comprising conduit sections havingflanged end portions, a plate interposed between said end sections, saidplate having through it an opening which forms a continuation of theVpassage afforded by said conduit sections, there being a cross-barcarried by said plate extending diametrically across the openingtherethrough, a freely rotatable vane pivotally mounted upon themid-length portion of said cross-bar, there being a radial inlet passagethrough said plate positioned to admit a stream of uid into the path ofsaid vane, a main fuel feed supply for said conduit sections, and anauxiliary supply to furnish fluid to said passage through said plateincluding a water vapor supply and a crankcase vapor supply.

5. In combination with an engine having an intake manifold, carburetor,a crankcase and a radiator; a plate for insertion between the manifoldand carburetor and containing a central bore aligned with the carburetorand' manifold passages, passage means opening with said bore, valvemeans controlling delivery to said passage means, and inlet means forsupplying separately water vapor from the radiator and vapor from thecrankcase to the valve means said valve means comprising an adjustabletubular member communicating with said intake manifold and provided witha series of apertures for successively registering with the inlet meansfor throttling the admission of vapor thereto.

6. The combination of claim 5 wherein the valve adjustment is inproportion to engine suction. 1

'7. The combination of claim 5 wherein the valve adjustment is inproportion to engine suction, and means for preventing vapor ow duringperiods of low vacuum.

8. The combination' of claim 5 wherein the valve is reciprocable in acylindrical bore and is r provided with a series of radial portslongitudinally aligned in a clrcumferentially recessed portion of thevalve periphery and adapted to successively register with said inletmeans.

9. The combination of claim 5 wherein the valve is reciprocable in acylindrical bore and is provided with a series oi' radial portslongitudinally aligned in a circumferentially recessed portion of thevalve periphery and adapted to successively register with said inletmeans wherein the valve adjustment is in proportion to engine suction,and means for preventing vapor iiow during periods of low vacuum.

, ROBERT J. CONDON.

